US7287930B2 - Vehicle impact attenuator - Google Patents

Vehicle impact attenuator Download PDF

Info

Publication number
US7287930B2
US7287930B2 US10/520,281 US52028105A US7287930B2 US 7287930 B2 US7287930 B2 US 7287930B2 US 52028105 A US52028105 A US 52028105A US 7287930 B2 US7287930 B2 US 7287930B2
Authority
US
United States
Prior art keywords
support
vehicle
vehicle impact
pipe
impact attenuator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related, expires
Application number
US10/520,281
Other languages
English (en)
Other versions
US20060099030A1 (en
Inventor
Sei Yamasaki
Takamasa Nakajima
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hiraoka and Co Ltd
NKC Co Ltd
Osaka Research Institute of Industrial Science and Technology
Original Assignee
Hiraoka and Co Ltd
Osaka Prefecture
NKC Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hiraoka and Co Ltd, Osaka Prefecture, NKC Co Ltd filed Critical Hiraoka and Co Ltd
Assigned to HIRAOKA & CO., LTD., NKC CO., LTD., OSAKA PREFECTURAL GOVERNMENT reassignment HIRAOKA & CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NAKAJIMA, TAKAMASA, YAMASAKI, SEI
Publication of US20060099030A1 publication Critical patent/US20060099030A1/en
Application granted granted Critical
Publication of US7287930B2 publication Critical patent/US7287930B2/en
Assigned to TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE reassignment TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: OSAKA PREFECTURAL GOVERNMENT
Assigned to OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY reassignment OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY MERGER (SEE DOCUMENT FOR DETAILS). Assignors: TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE
Assigned to OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY reassignment OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY CORRECTIVE ASSIGNMENT TO CORRECT THE ASSIGNEE ADDRESS PREVIOUSLY RECORDED AT REEL: 044794 FRAME: 0161. ASSIGNOR(S) HEREBY CONFIRMS THE MERGER . Assignors: TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE
Adjusted expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/143—Protecting devices located at the ends of barriers
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/14—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact specially adapted for local protection, e.g. for bridge piers, for traffic islands
    • E01F15/145—Means for vehicle stopping using impact energy absorbers
    • E01F15/146—Means for vehicle stopping using impact energy absorbers fixed arrangements

Definitions

  • the present invention relates to a vehicle impact attenuator to be installed on or in the vicinity of roads where vehicle collisions are liable to occur, in order to immediately stop a colliding vehicle and mitigate the impact applied to the vehicle.
  • Vehicle impact attenuators are installed in places where vehicle collisions tend to occur, such as the ends of median strips, road forks, and the ends of branch points for tollgates, in order to immediately stop a colliding vehicle and mitigate the impact applied to the vehicle, thereby preventing secondary accidents and reducing damage to the vehicle and its occupants.
  • Guard fences such as steel guardrails or guard cables, can be described as vehicle impact attenuators.
  • colliding vehicles still receive a large impact, and the damage to the occupants and vehicles cannot be effectively inhibited. Further, these devices are likely to greatly damage the colliding vehicles and the scattered fragments are liable to cause secondary accidents.
  • vehicle impact attenuators include water-filled container-type impact attenuators.
  • this type of devices also pose a problem in that a vehicle receives a large impact when it collides with them while traveling at a high speed. Further, containers knocked over by a vehicle may scatter on the road, or a colliding vehicle may not be decelerated even after knocking down the containers and may jump over the base of the containers into the opposite lane, causing secondary accidents.
  • the present inventors conducted extensive research and proposed vehicle impact attenuators that comprise a shock absorber and a support fixed on the ground so as to support the shock absorber, wherein the support is released from the ground and made slidably movable when a load exceeding a set value is applied by a vehicle collision (Japanese Unexamined Patent Publication No. 2001-159107, hereinafter “Publication 1”, and Japanese Unexamined Patent Publication No. 2003-64629, hereinafter “Publication 2”).
  • Publication 1 Japanese Unexamined Patent Publication No. 2001-159107
  • Publication 2 Japanese Unexamined Patent Publication No. 2003-64629
  • vehicle impact attenuators are generally installed in narrow places with limited space, such as the ends of median strips, the devices must be miniaturized or improved in impact load absorbing capacity per installation space, so as to allow a smooth traffic flow and make the devices installable in more places. Moreover, the installation cost of vehicle impact attenuators must be reduced in order to make the devices installable in many places.
  • a first object of the present invention is to provide a vehicle impact attenuator that can be installed in a narrow place with limited space, immediately stop a colliding vehicle, and effectively mitigate the impact received by the vehicle.
  • a second object of the present invention is to provide a vehicle impact attenuator that can be installed at low cost.
  • a first vehicle impact attenuator of the present invention comprises:
  • shock absorber that deforms upon a collision of a vehicle to thereby reduce the impact on the vehicle
  • a holding portion that holds the support in a vertical position in an installation area
  • the support or holding portion having a release portion that fractures upon application of a load equal to or exceeding a set value to thereby release the support from being held in a vertical position in the installation area, and the support being plastically deformable by a load lower than the set value.
  • a second vehicle impact attenuator of the present invention is characterized in that the support in the first vehicle impact attenuator is a pipe-like member; the holding portion comprises a connecting portion fixed on a lower part of the support, and anchor bolts that are implanted in the installation area to thereby hold the connecting portion in the installation area and that function as the release portion; and the anchor bolts fracture upon application of a load equal to or exceeding the set value.
  • a third vehicle impact attenuator of the present invention is characterized in that the holding portion in the first vehicle impact attenuator comprises a burying hole formed in the installation area to accommodate a lower part of the support; the support is a pipe-like or rod-like member and has cuts that are positioned above the installation area when the support is accommodated in the burying hole; and the cuts serve as fracture starting points when a load equal to or exceeding the set value is applied, and function as the release portion.
  • a fourth vehicle impact attenuator of the present invention is characterized in that the support in the third vehicle impact attenuator is a pipe-like member, and the plastic deformation occurs as flattening of the pipe-like member.
  • a fifth vehicle impact attenuator of the present invention is characterized in that a coil that is plastically deforms upon application of a load equal to or exceeding a predetermined value is further provided to the first vehicle impact attenuator; the holding portion has a burying hole formed in the installation area to accommodate a lower part of the support; the support is a pipe-like member and plastically deforms upon application of a load lower than the set value; the ends of the coil are disposed above and below the release portion and attached to an upper part of the support, which is released by the vehicle collision, and to the holding portion or a lower part of the support, which remains held after the vehicle collision.
  • a seventh vehicle impact attenuator of the present invention is characterized in that the support in the first vehicle impact attenuator is comprised of a plurality of the supports that are held adjacent to each other in the installation area, and the shock absorber is supported by all of the supports.
  • An eighth vehicle impact attenuator of the present invention is characterized in that the holding portion in any one of the third, fourth or fifth vehicle impact attenuators is accommodated in the burying hole and comprises a fitting member that engages and holds a lower part of the support, the fitting member has strength sufficient to approximately retain its original shape after the fracture of the release portion.
  • a ninth vehicle impact attenuator of the present invention is characterized in that the set value at which the release portion fractures in any one of the second, fourth or fifth vehicle impact attenuators, is not less than 50 kN and not more than 900 kN, and the yield point load that causes the flattening as the plastic deformation of the support is not less than 25 kN and not more than 800 kN.
  • a tenth vehicle impact attenuator of the present invention is characterized in that, the pipe-like member in the ninth vehicle impact attenuator is formed using iron or plastic, has an outer diameter of not less than 100 mm and not more than 800 mm, and a wall thickness of not less than 0.8 mm and not more than 100 mm.
  • An eleventh vehicle impact attenuator of the present invention is characterized in that the pipe-like member in any of the second, fourth or fifth vehicle impact attenuators contains an internal cushioning material.
  • the impact attenuator In the first vehicle impact attenuator, at the time of a vehicle collision, the impact is first absorbed by the deformation of the shock absorber, then by the plastic deformation of the support, and then by the fracture of the release portion. When the load equals to or exceeds the set value, the release portion breaks to release the support, so that the impact on the vehicle can be limited to a predetermined value.
  • the vehicle impact attenuator absorbs impact by plastic deformation of the support in addition to the buffering actions of the shock absorber and release portion. Accordingly, the attenuator has an impact load absorbing capacity that is higher than that achieved by the flexibility of the shock absorber, due to the contribution of the plastic deformation of the support.
  • the vehicle impact attenuator of the present invention is installable in a narrow space with limited space, effectively mitigates the impact received by a colliding vehicle, and immediately stop the vehicle.
  • the use of the first vehicle impact attenuators can decrease the number of attenuators that need to be installed, thereby greatly reducing the necessary installation space.
  • the support and holding portion are integrally formed as one pipe-like member, and the cuts formed on the support and serving as a release portion simplify the structure of the release portion, thereby reducing the production cost.
  • the support can be erected and fixed simply by inserting a lower part of the support in a burying hole provided in the installation area, making the installation operation easy and the installation cost low.
  • the above structure enables installation in a narrow space.
  • the yield point load of the release portion can be varied with the shape of the cuts and therefore the breaking strength can be easily set at an optimum value, and thus a vehicle impact attenuator can be easily provided which has a release portion with a breaking strength suitable for the conditions of the installation site.
  • a pipe-like member is used as the support.
  • the support is dented in the direction of the collision and then flattened by expansion of the dent in a direction approximately perpendicular to the direction of the collision.
  • the flattening in combination with the bending in the vertical direction, flexibly absorb the impact in the direction of the collision. Moreover, since the flattening does not depend on the direction of the collision, the buffering action is stabilized. Furthermore, a general-purpose pipe-like member can be used, lowering the production cost.
  • the coil continuously absorbs the impact even after an upper part of the support has been separated by a vehicle collision.
  • the seventh vehicle impact attenuator comprises a plurality of supports, and thus the plastic deformation of the supports greatly contributes to increase the impact load absorbing capacity. Further, such a structure dissipates the load received by a colliding vehicle.
  • the eighth vehicle impact attenuator even when a load equal to or exceeding the set value is applied at the time of vehicle collision, the impact is concentrated in the region with cuts, which has lower strength than the fitting member.
  • the region with cuts can be smoothly broken, thereby effectively inhibiting damage to the fitting member. Accordingly, after a vehicle collision, the vehicle impact attenuator can be easily withdrawn since the base for installation of the attenuator can be recovered by simply removing the remains inside and around the fitting member.
  • the fitting member is reusable and simplifies the installation of a new vehicle impact attenuator. This reduces restoration cost as well as installation cost, and also decreases the necessary work time.
  • the set value and yield point load are adjusted to a value in the prescribed range, whereby the effects described above are remarkably exhibited.
  • the yield point load of the pipe-like member can be adjusted to a value in the prescribed range.
  • the eleventh vehicle impact attenuator comprises an internal cushioning material that contributes to impact absorption when the pipe-like member is flattened.
  • the impact absorbing capacity of the pipe-like member can be easily optimized by appropriately selecting the presence or absence of the internal cushioning material, and the form or quality of the internal cushioning material.
  • a vehicle impact attenuator with an impact absorbing capacity suitable for the conditions of the installation site can be easily provided.
  • FIG. 1 is a perspective view illustrating a vehicle impact attenuator according to a first embodiment of the present invention.
  • FIG. 2 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 1 at the time of a vehicle collision.
  • FIG. 3 is a perspective view illustrating a vehicle impact attenuator according to a second embodiment of the present invention.
  • FIG. 4 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 3 at the time of a vehicle collision.
  • FIG. 5 is a perspective view illustrating a vehicle impact attenuator according to a third embodiment of the present invention.
  • FIG. 6 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 5 at the time of a vehicle collision.
  • FIG. 7 is a series of cross sectional views illustrating example of the support.
  • FIG. 8 shows drawings of a part of the support.
  • (a) to (c) are perspective views illustrating regions with cuts, and
  • (d) is a longitudinal sectional view of a region with a notch.
  • FIG. 9 is a pair of longitudinal sectional views illustrating examples of the fitting member.
  • FIG. 10 is a plan view illustrating an example of an arrangement of a plurality of vehicle impact attenuators according to the first embodiment of the present invention.
  • FIG. 11 shows a perspective view (a) and plan view (b) illustrating a vehicle impact attenuator according to the third embodiment of the present invention installed behind an end portion of a guardrail supported by a plurality of poles.
  • FIG. 12 is a perspective view illustrating a vehicle impact attenuator according to a fourth embodiment of the present invention.
  • FIG. 13 is a plan view illustrating an example of an arrangement of a plurality of the vehicle impact attenuator illustrated in FIG. 12 .
  • FIG. 14 shows graphs schematically showing the relation between the displacement and load of a pressure-applying end pressed against the pipe-like member. (a) shows the relation in the case where the pipe-like member contains no internal cushioning material, and (b) shows the relation in the case where the pipe-like member contains an internal cushioning material.
  • FIG. 15 is a perspective view illustrating a vehicle impact attenuator according to a fifth embodiment of the present invention.
  • FIG. 16 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 15 at the time of a vehicle collision.
  • FIG. 17 is a graph schematically showing the relation between the displacement and load of a pressure-applying end pressed against the vehicle impact attenuator illustrated in FIG. 15 .
  • FIG. 18 shows graphs indicating measurement results on the coil used in the vehicle impact attenuator illustrated in FIG. 15 to absorb the load of a collision.
  • FIG. 1 is a perspective view of a vehicle impact attenuator according to a first embodiment of the present invention.
  • FIG. 2( a ) to ( d ) are longitudinal sectional views illustrating the deformation of the vehicle impact attenuator of FIG. 1 at the time of a vehicle collision.
  • the vehicle impact attenuator 100 comprises a shock absorber 10 that deforms upon a collision by a vehicle to thereby mitigate the impact on the vehicle, a support 20 for the shock absorber 10 , and a holding portion 30 that is fixed on an installation surface E and holds the support 20 in a vertical position on the installation surface E.
  • the holding portion 30 comprises a release portion having a breaking strength that allows the release portion to fracture upon application of a load equal to or exceeding a set value and thereby release the support 20 .
  • the support 20 has a deformation strength that allows the support to plastically deform upon application of a load less than the set value.
  • the holding portion 30 comprises a connecting portion 31 fixed on a lower part of the support 20 so as to hold the support 20 in a vertical position, and anchor bolts 33 implanted in the installation surface E through engaging holes 32 provided in the connecting portion 31 .
  • the anchor bolts 33 correspond to the release portion, and fracture upon application of a load equal to or exceeding a set value to thereby release the support 20 .
  • the “installation surface” E on which the vehicle impact attenuator 100 is installed, is a road surface, the ground near a road, or the upper surface of a base, such as a concrete base, provided on the ground near a road.
  • “release” means making the support 20 incapable of supporting the shock absorber 10 so that the buffering action of the shock absorber is no longer effective, e.g., separating the support 20 from the fixed position on the installation surface E, or collapsing the support 20 .
  • the shock absorber 10 is preferably formed of a plastic cushioning material, such as expandable polystyrene (EPS), expanded polyethylene, expanded polypropylene, expanded polyurethane, or the like.
  • EPS expandable polystyrene
  • other cushioning materials such as paper cushioning materials, air cushioning materials, etc., are also usable.
  • the shock absorber 10 in this embodiment has a doughnut-like shape with a hollow in the middle for inserting the support 20
  • the shock absorber 10 may have another shape as long as it can be supported by the support 20 at the time of a vehicle collision.
  • the pipe-like support 20 contains an internal cushioning material 23 , and sealed with a lid 22 for protection against rain.
  • Various cushioning materials are usable as the internal cushioning material 23 , including the above-mentioned plastic cushioning materials, paper cushioning materials, air cushioning materials, etc.
  • the internal cushioning material 23 may be varied in shape and size, from a granular or pebble-sized material to a one-piece cylindrical material to be inserted into the pipe-like support 20 . Alternatively, the internal cushioning material 23 may be omitted.
  • the impact is first absorbed by the deformation of the shock absorber 10 as shown in FIG. 2( b ), then by the plastic deformation of the support 20 as shown in FIG. 2( c ), and then by the fracture of the holding portion 30 .
  • the anchor bolts 33 of the holding portion 30 fracture to release the support 20 as shown in FIG. 2 ( d ). Therefore, the impact on the vehicle C can be limited to a predetermined value. It is preferable that, after being released, the shock absorber 10 and support 20 be slid, while retaining an approximately vertical position, by a guiding means (not shown), such as casters or guide rails as disclosed in Publications 1 and 2.
  • the vehicle impact attenuator 100 of this embodiment can absorb an impact not only by the buffering actions of the shock absorber 10 and holding portion 30 , but also by the plastic deformation of the support 20 , therefore achieving an impact load absorbing capacity that is higher than that achieved by the flexibility of the shock absorber 10 due to the contribution of the plastic deformation. Because such a structure does not require that the volume of the vehicle impact attenuator 100 be increased, the attenuator 100 has a higher impact load absorbing capacity per installation space than known vehicle impact attenuators. Consequently, the vehicle impact attenuator 100 can be installed in a narrow installation place with limited space, immediately stop the colliding vehicle C, and effectively mitigate the impact on the vehicle C.
  • the plastic deformation to mitigate the impact occurs as a dent in the direction of the collision on the support 20 and then a flattening by expansion of the dent in a direction approximately perpendicular to the direction of the collision.
  • the flattening in combination with the bending in the vertical direction, flexibly absorbs the impact from the direction of the collision.
  • the buffering action is stabilized.
  • the shock absorber 10 has a doughnut-like shape and the support 20 is a cylindrical pipe-like member as in this embodiment, the whole body of the attenuator is axially symmetric, and therefore both the shock absorber 10 and support 20 effectively exhibit buffering actions, regardless of the direction of the collision of the vehicle C. Further, the use of a general-purpose product as the pipe-like support 20 reduces the cost.
  • this embodiment uses the internal cushioning material 23 , which contributes to the absorption of the impact at the time of flattening of the pipe-like support 20 , the impact absorbing capacity of the pipe-like support 20 can be easily optimized by selecting the presence or absence, and the form and quality of the internal cushioning material 23 . This makes it possible to easily realize the vehicle impact attenuator 100 with an impact absorbing capacity suitable for the conditions of the installation site.
  • anchor bolts 33 makes it easy to realize a release portion that fractures upon application of a load equal to or exceeding a set value to thereby release the support 20 .
  • the set value for the fracture of the release portion (anchor bolts 33 ), the yield point load that flattens the pipe-like support 20 , the quality, outer diameter and wall thickness of the pipe-like support 20 , the presence or absence and type of the internal cushioning material 23 can be optimally selected according to the conditions of the installation site.
  • the weight of a colliding vehicle can be assumed to be 0.5 to 3 t, and the acceleration generated by the collision to be 100 to 300 m/s 2 .
  • the set value for the fracture of the release portion (anchor bolts 33 ) be 50 to 900 kN, and the yield point load that flattens the pipe-like support 20 be 25 to 800 kN. More preferably, the set value is 80 to 400 kN and the yield point load is 50 to 350 kN, and even more preferably, the set value is 120 to 250 kN, and the yield point load is 100 to 200 kN.
  • the pipe-like support 20 is preferably made of iron or plastic and preferably has an outer diameter of 100 to 800 mm and a wall thickness of 0.8 to 100 mm. More preferably, the outer diameter is 130 to 500 mm and the wall thickness is 1.0 to 20 mm, and even more preferably, the outer diameter is 200 to 320 mm and the wall thickness is 1.6 to 6 mm. This makes it possible to adjust the yield point load of the pipe-like support 20 within the above range.
  • the pipe-like support 20 when using a plastic, such as a glass fiber reinforced phenolic resin or like plastic with high bending strength, the pipe-like support 20 preferably has an outer diameter of 100 to 800 mm and a wall thickness of 1.6 to 100 mm, more preferably an outer diameter of 130 to 400 mm and a wall thickness of 1.6 to 40 mm, and even more preferably an outer diameter of 200 to 350 mm and a wall thickness of 3 to 12 mm.
  • FIG. 3 is a perspective view of a vehicle impact attenuator according to a second embodiment of the present invention.
  • FIG. 4 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 3 at the time of a vehicle collision.
  • the vehicle impact attenuator 100 A comprises a shock absorber 10 A that deforms upon a collision by a vehicle to thereby mitigate the impact on the vehicle, and a support 20 A for the shock absorber 10 A.
  • the support 20 A is a pipe-like member (e.g., a cylindrical steel pipe).
  • a continuing portion 32 A formed as a lower part of the support 20 A is buried in a region below the installation surface E (hereafter the installation surface E and the region below it are collectively referred to as the “installation area”), whereby the support 20 A is held vertically to the installation surface E.
  • the support 20 A has cuts 31 A in a part that is slightly above the installation surface E. The cuts 31 A penetrate the support 20 A, and have elongated openings along a plane approximately perpendicular to the major axis of the support 20 A.
  • the continuing portion 32 and burying hole formed in the installation area constitute the holding portion 30 A.
  • the cuts 31 A of the support 20 A form a release portion that serves as starting points for a fracture due to a load equal to or exceeding a set value. Namely, the breaking strength of parts adjacent to the cuts 31 A of the support 20 A is set so that the parts are fractured by a load equal to or exceeding a set value to thereby release the support 20 A.
  • the support 20 A is not designed to plastically deform as in the first embodiment. Specifically, the set value for the fracture of the parts adjacent to the cuts 31 A is lower than the yield point load that flattens the pipe-like support 20 A.
  • the shock absorber 10 A is the same as the shock absorber in the first embodiment and thus the explanation thereof is omitted.
  • the shock absorber 10 A deforms to absorb the impact as illustrated in FIG. 4( b ).
  • the cuts 31 A serve as starting points to fracture the parts adjacent thereto, thereby releasing the support 20 A. Accordingly, the impact on the vehicle C can be limited to a predetermined value.
  • the vehicle impact attenuator 100 A of this embodiment has a simple structure comprising a plain one-piece pipe-like member as the support 20 A, the pipe-like member having cuts 31 A in its lower part. Such a structure enables manufacturing the vehicle impact attenuator 100 A by a small number of steps and at low cost.
  • the support 20 A can be installed by burying its lower part (the continuing portion 32 A) in a burying hole provided in the installation area, in such a manner that the cuts 31 A are disposed above the installation surface E. This simplifies and facilitates the installation, reduces the installation cost, and decreases the necessary installation space.
  • FIG. 5 is a perspective view illustrating a vehicle impact attenuator according to a third embodiment of the present invention.
  • FIG. 6 is a series of longitudinal sectional views illustrating the deformation of the vehicle impact attenuator illustrated in FIG. 5 at the time of a vehicle collision.
  • the vehicle impact attenuator 100 B comprises a shock absorber 10 B that deforms upon a collision by a vehicle to thereby mitigate the impact on the vehicle, a support 20 B for the shock absorber 10 B, and a holding portion 30 B that is fixed on an installation surface E to hold the support 20 B vertically to the installation surface E.
  • the holding portion 30 B comprises a continuing portion 32 B formed as a lower part of the support 20 B, and a fitting member 34 B buried below the installation surface E to engage and hold the continuing portion 32 B, whereby the support 20 B is held in a vertical position.
  • the support 20 B has, as a release portion, in a part slightly above the installation surface E, cuts 31 B with elongated openings that serve as starting points for a fracture due to a load equal to or exceeding a set value. Namely, the breaking strength of parts adjacent to the cuts 31 B of the support 20 B is set so that the region is fractured by a load equal to or exceeding the set value to thereby release the support 20 B. Furthermore, like in the first embodiment, the deformation strength of the support 20 B is established so as to allow the support 20 B to plastically deform upon application of a load less than the set value.
  • the shock absorber 10 B is the same as the shock absorber in the first embodiment, and thus the explanation thereof is omitted.
  • the support 20 B is a pipe-like member (e.g., a cylindrical steel pipe), and the plastic deformation occurs as a flattening of the pipe-like support 20 B.
  • a pipe-like member e.g., a cylindrical steel pipe
  • the fitting member 34 B is sufficiently strong to approximately retain its original shape even after the support 20 B fractures at the parts adjacent to the cuts 31 B.
  • a fitting member 34 B preferably has a yield point load of 80 to 1500 kN.
  • the fitting member 34 B has a cylindrical shape that is capable of accommodating the continuing portion 32 B as in this embodiment, it is preferable that the fitting member 34 B be made of metal, such as iron, and have an inner diameter slightly larger than the outer diameter of the continuing portion 32 B, with a clearance of 0 to 30 mm, and a wall thickness of 3 to 80 mm.
  • the impact is first absorbed by the deformation of the shock absorber 10 B as shown in FIG. 6( b ), then by the plastic deformation of the support 20 B as shown in FIG. 6( c ), and then by the fracture of the parts adjacent to the cuts 31 B.
  • the cuts 31 B serve as starting points for the fracture of the parts adjacent to the cuts 31 B to thereby release the support 20 B. Therefore, the impact on the vehicle C can be limited to a predetermined value.
  • the vehicle impact attenuator 100 B like the attenuator of the first embodiment, has a high impact load absorbing capacity because of the contribution of the plastic deformation of the support 20 B, increasing the impact load absorbing capacity per installation space.
  • the vehicle impact attenuator 100 B of this embodiment has a simple structure comprising a plain one-piece pipe-like member as the support 20 B, the pipe-like member having cuts 31 B in its lower part, and therefore can be produced and installed at low cost. Furthermore, the attenuator can be installed in a narrow place with limited space, immediately stop a colliding vehicle C, and mitigate the impact on the vehicle C.
  • the attenuator of this embodiment comprises a fitting member 34 B, even when a load equal to or exceeding the set value is applied at the time of a vehicle collision, the impact is concentrated in the region with the cuts 31 B, which is less strong than the fitting member 34 B. This allows the region with the cuts 31 B to smoothly fracture and effectively prevents damage to the fitting member 34 B.
  • the base portion (fitting member 34 B) of the vehicle impact attenuator 100 B can be made usable by simply removing the remains (the continuing portion 32 B that forms a lower part of the support 20 B and other portions) inside or around the fitting member 34 B.
  • the attenuator can be withdrawn and renewed very easily, reducing the cost and time necessary for installation and restoration.
  • cuts 31 A or 31 B are formed in the support 20 A or 20 B at a part slightly higher than the installation surface E, in the shape of elongated through-holes that penetrate the support 20 A or 20 B and are disposed along a plane approximately perpendicular to the major axis of the support 20 A or 20 B.
  • the cuts 31 A and 31 B may have other shapes, and need not be through-holes.
  • cuts with various shapes as shown in FIG. 8( a ) to ( c ) may be provided to the continuing portion.
  • a plurality of circular or elongated rectangular holes are provided approximately in a line along an approximately circumferential direction.
  • a plurality of circular holes are disposed so as to form a plurality of lines.
  • the support may be provided with a cut (or a notch) that does not penetrate the support and is formed along a plane approximately perpendicular to the major axis of the support.
  • a cut may be formed on a solid member as well as a hollow member such as a pipe.
  • the form of the cuts can be selected depending on whether a single attenuator or a set of two or more attenuators is used.
  • the support be pulled downward with the bottom of the support still fastened to the installation surface to some degree, in order to stop the support from scattering and thus prevent secondary accidents.
  • the continuing portion is preferably provided with a fastening portion 311 on a part of its periphery as shown in FIG. 8( b ).
  • the support By installing the vehicle impact attenuator so that the fastening portion 311 is positioned on the back side of the support as seen from the colliding vehicle, the support remains fastened to the installation surface to some degree by the fastening portion on its back side, even when the region with cuts is fractured due to a collision.
  • the attenuator installed in the front part of the set is preferably made so that the support, at the time of the fracture of the region with cuts, be separated from the installation surface and slide while retaining an approximately vertical position. Holes that facilitate separation of the support can be easily realized by increasing the area occupied by the cuts (e.g., increasing the number of the cuts or enlarging the openings of the cuts), by reducing the spaces between adjacent cuts, or by increasing the depth of the notch shown in FIG. 8( d ). This makes it possible to continuously retain, after the fracture of the region with cuts, the impact absorbing effect of the shock absorber and the support of the subsequent vehicle impact attenuator. Preferably, scattering of the support is prevented by a suitable guiding means, rope or the like.
  • the support is preferably pulled downward while the bottom of the support remains fastened to the installation surface.
  • a cylindrical fitting member is used, but the fitting member may have any shape as long as it fits on the continuing portion to hold the support in a vertical position and approximately retain original shape after the fracture of the release portion (cuts).
  • FIG. 9( a ) and ( b ) are longitudinal sectional views illustrating other examples of the fitting member and continuing portion.
  • the fitting member 34 C shown in FIG. 9( a ) is a floorboard-like member to be buried below the installation surface.
  • the upper surface of the floorboard-like member is provided with insertion openings 341 C to which the continuing portion 32 C is inserted, to thereby hold the support in a vertical position.
  • the fitting member 34 D shown in FIG. 9( b ) the upper surface of the floorboard-like member is provided with projections each of which is inserted into the continuing portion 32 D, to thereby hold the support in a vertical position.
  • the cuts of the support are formed at a part slightly higher than the top end of the projections 342 D.
  • the vehicle impact attenuator is installed singly.
  • the use of the fitting member 34 C or 34 D that has two or more insertion openings 341 C or projections 342 D eliminates the necessity of determining the distance between the vehicle impact attenuators at the installation site, facilitating the installation operation.
  • FIG. 10( a ) to ( c ) are plan views illustrating examples of arrangements of a plurality of vehicle impact attenuators according to the first embodiment of the present invention. As shown in the figure, vehicle impact attenuators 100 are installed on an installation surface E at a median strip end D.
  • the vehicle impact attenuators 100 be adjoined so that the shock absorbers are in contact with each other, and arranged along the expected direction of the collision, i.e., the traveling direction of vehicles that may collide with the attenuators. This makes it possible for the subsequent vehicle impact attenuator 100 to immediately absorb the impact, and thereby stop the colliding vehicle within a short distance and effectively mitigate the impact on the vehicle, even when the impact applied to one of the vehicle impact attenuators 100 reaches the yield point and releases the support 20 .
  • vehicle impact attenuators need to be installed generally within a narrow width of about 40 to 100 cm, and therefore it is difficult to install known impact attenuators.
  • the vehicle impact attenuator 100 according to the first embodiment of the present invention has an increased impact load absorbing capacity per installation space, and can be installed in a narrow place, such as the median strip end D, while retaining sufficient ability to stop vehicles and mitigate impacts.
  • the number of the vehicle impact attenuators 100 to be installed side by side can be decreased, thus greatly reducing the necessary installation space.
  • vehicle impact attenuators at a median strip end is explained above, but the vehicle impact attenuators are also applicable to various other places where vehicle collisions are liable to occur, such as road forks, the ends of branch points for tollgates, etc.
  • FIG. 11( a ) is a perspective view showing a vehicle impact attenuator according to the third embodiment of the present invention installed behind an end portion of a guardrail G supported by a plurality of poles P.
  • FIG. 11 is a plan view of the vehicle impact attenuator and guardrail. As shown in the figure, the vehicle impact attenuator 100 B is installed on the installation surface E behind the end portion of the guardrail.
  • the guardrail G is firmly constructed usually of steel to prevent vehicles from entering the area protected thereby.
  • the end portion past the pole P supporting the guardrail G will sharply bend when a vehicle collides with it, and thus cannot sufficiently prevent vehicles from entering, exposing the protected area to danger.
  • the vehicle impact attenuator 100 B can be installed in a narrow installation place with limited space as mentioned above and shown in the figure.
  • the vehicle impact attenuator 100 B installed on the installation surface E behind an end portion of a guardrail can immediately stop a colliding vehicle and effectively mitigate the impact on the vehicle.
  • FIG. 12 is a perspective view of a vehicle impact attenuator according to a fourth embodiment of the present invention.
  • FIG. 13( a ) and ( b ) are plan views showing examples of arrangements of a plurality of the vehicle impact attenuator shown in FIG. 12 . It can be construed that this vehicle impact attenuator comprises a pipe-like support having a figure-of-8-shaped cross section (see FIG. 7) .
  • the vehicle impact attenuator 100 C comprises a shock absorber 10 C that deforms upon a collision by a vehicle to thereby mitigate the impact on the vehicle, two supports 20 C for the shock absorber 10 C, and holding portions 30 C that are fixed below an installation surface E to hold the two supports 20 C vertically to the installation surface E.
  • the supports 20 C and holding portions 30 C have the same structures as the support 20 A or 20 B and the holding portion 30 A or 30 B of the vehicle impact attenuator 100 A or 100 B according to the second or third embodiment.
  • the vehicle impact attenuator 100 C comprises two supports 20 C each having cuts 31 C and continuing portion 32 C, two holding portions 30 C, and a shock absorber 10 C that is an approximately elliptical cylinder surrounding the two pipe-like supports 20 C, the shock absorber 10 C being in direct contact with the installation surface E.
  • the vehicle impact attenuator 100 C is the same as the vehicle impact attenuator 100 B according to the third embodiment of the present invention except for the above points. Thus, the explanation of the vehicle impact attenuator 100 C is omitted.
  • the total set value and total yield point load of the two supports 30 C be within the ranges specified in the explanation of the first embodiment.
  • the vehicle impact attenuator 100 C has an increased impact load absorbing capacity due to the contribution of the plastic deformation of the supports 20 C, thereby achieving a high impact load absorbing capacity per installation space.
  • the vehicle impact attenuator of this embodiment comprises two adjacent pipe-like supports 20 C, whose plastic deformation greatly contributes to a higher impact load absorbing capacity. Furthermore, the supports 20 C dissipate the impact on a colliding vehicle.
  • the design of the cuts and the type of internal cushioning material can be selected to vary the vehicle impact attenuators with respect to the set value for the fracture of the supports 20 C or the yield point load that flattens the supports 20 C, according to the order in the row.
  • a plurality of cuts be provided in a line along an approximately circumferential direction as mentioned above, to thereby facilitate the fracture.
  • the fastening portion mentioned above be provided on a part of the support 20 C and allow the support 20 C to remain fastened to the installation surface even when the cuts are fractured.
  • the preferable ranges of the outer diameter and wall thickness of the pipe-like support were studied, assuming that the weight of the colliding vehicle is 1 t, the acceleration generated by the collision is 100 to 300 m/s 2 , and the position at which the vehicle struck is 50 cm high from the ground.
  • the outer diameters were selected according to JIS G3444.
  • the pipe-like supports used were made of cast iron and had a breaking stress of 400 MPa.
  • vehicle impact attenuators comprising one pipe-like member as in the first or third embodiment
  • vehicle impact attenuators comprising two pipe-like supports as in the fourth embodiment
  • vehicle impact attenuators comprising three pipe-like supports were used. Table 1 shows the results.
  • FIG. 14( a ) and ( b ) are graphs schematically showing the relationships between the displacement and load of support(s) containing an internal cushioning material and support(s) without an internal cushioning material, respectively.
  • FIG. 14( b ) reveals that the use of an internal cushioning material achieved the impact load absorbing capacity indicated by Curve F 2 , which is greater than the impact load absorbing capacity indicated by Curve F 1 , by the amount shown by Area R.
  • the table also shows the following: when the outer diameter is 318.5 mm, a thickness of 1.6 to 5 mm at least is applicable in the case of using one pipe-like support, and a thickness of 1.6 to 2.4 mm at least is applicable in the case of using two pipe-like supports; when the outer diameter is 139.8 mm, a thickness of 4.5 to 20 mm at least is applicable in the case of using two pipe-like supports, and a thickness of 2.9 to 10 mm at least is applicable in the case of using three pipe-like supports; and when the outer diameter is 114.3 mm, a thickness of 4.5 to 20 mm at least is applicable in the case of using two pipe-like members, and a thickness of 2.9 to 10 mm at least is applicable in the case of using three pipe-like members.
  • S. A. :shock absorber means that the load that can be withstood was adjusted by disposing a plurality of vehicle impact attenuators as a set.
  • the vehicle impact attenuators installed mainly in the front of such a set are preferably provided with cuts that facilitate separation, as mentioned above.
  • 72 circular through-holes with a diameter of 5 mm can be formed in a row along the circumferential direction of a pipe-like support with an outer diameter of 216.3 mm.
  • Such holes give a void ratio (hole diameter ⁇ hole number/support circumference) of about 50% and thereby facilitate separation at the time of fracture.
  • the void ratio of the pipe-like support be 40 to 90%.
  • FIG. 15 is a perspective view of a vehicle impact attenuator according to a fifth embodiment of the present invention.
  • this vehicle impact attenuator 100 E comprises a shock absorber 10 E, a support 20 E, a holding portion 30 E and cuts 31 E, and further comprises a helical coil 50 inside the support 20 E.
  • the support 20 E has deformation strength that allows the support to be plastically deformed by a load less than a set value, and the cuts 31 E have a breaking strength such that they serve as fracture starting points when receiving a load equal to or exceeding a predetermined value, to thereby release the support 20 E.
  • the coil 50 is a circular coil comprising approximately concentric circular turns (windings).
  • the coil 50 is made of metal, such as iron, which is not elastic and is plastically deformable by a load equal to or exceeding a predetermined value.
  • Examples of usable materials of the coil 50 include mild steel, such as structural steel.
  • the coil 50 has a hook on each end.
  • the support 20 E has first and second fixing members 51 , 52 in its interior, the fixing members 51 , 52 being disposed above and below the cuts 31 E and having an opening.
  • the hooks of the coil 50 are each hooked to the opening of the first and second fixing members 51 , 52 .
  • FIG. 16 shows the deformation of the vehicle impact attenuator 100 E according to this embodiment thus constructed, at the time of a collision with a vehicle C.
  • the vehicle impact attenuator 100 E originally in the state shown in FIG. 16( a )
  • the impact is absorbed while the support 20 E is fractured into two pieces, with the cuts 31 E serving as fracture starting points, as shown in ( c ).
  • the vehicle C retains kinetic energy even after the upper part of the support 20 E has been completely separated from the lower part, the kinetic energy of the vehicle is absorbed while the upper part of support 20 E is moved by the vehicle C, namely, during the plastic deformation of the coil 50 by the force applied by the vehicle C.
  • FIG. 17 is a graph schematically showing, like FIG. 14 , the relation between the displacement and load of the pressure-applying end, with respect to the vehicle impact attenuator according to this embodiment.
  • F 3 indicates that, after an impact absorption similar to that indicated in FIG. 14 is complete, the impact is continuously absorbed by the coil.
  • the curve continues to the right as long as the coil 50 can extend.
  • a spring with high elasticity such as an ordinary steel spring, can absorb vehicle impact energy continuously, but exhibits a large restoring force after the deformation and may cause a secondary accident.
  • the coil 50 in this embodiment is made of a material that has low elasticity and requires a load equal to or exceeding a predetermined value for plastic deformation, and therefore has a very small restoring force and is very unlikely to cause a secondary accident.
  • the coil 50 is a circular coil, but it is not limited thereto as long as it is a wire-like member that is made of a plastically deformable material, requires a load equal to or exceeding a predetermined value for extension, and is placed inside the support 20 E.
  • each turn of the coil 50 may be of any shape, including an oval, an equilateral or inequilateral polygon, etc.; the turns may vary in size; or the coil may be a folded wire-like member.
  • the means and positions to attach the ends of the coil 50 to the support 20 E are not limited, as long as the ends of the coil 50 are positioned above and below the cuts 31 E and attached to the support 20 E.
  • the body of the coil 50 may be placed in the support 20 E and below the holes 31 E.
  • the space in the support 20 E and above the holes 31 E may be filled with a cushioning material.
  • the coil 50 may also be attached outside the support 20 E.
  • the vehicle impact attenuator 100 E is preferably installed in such a manner that the coil 50 is positioned in the back of the support 20 E as seen from the expected colliding vehicle.
  • the present invention is not limited to the first to fifth embodiments, and various additions and modifications can be made thereto.
  • reflective stickers, lights or the like (not shown), which can prevent vehicle collisions by visual effects, may be installed together with the vehicle impact attenuator.
  • FIG. 18 is a pair of graphs showing the results of an experiment on the coil 50 for use in the vehicle impact attenuator 100 E of the fifth embodiment.
  • the coil used in the experiment is made of structural steel, comprises turns with a coil diameter D of about 62 mm, and has a wire diameter d of about 12 mm and a number of turns Na of 3.
  • FIG. 18( a ) shows the results of deforming the coil by continuously applying a force to its ends at a deformation rate of about 200 mm/min until the coil is fractured.
  • the load is plotted as ordinate against the deformation as abscissa.
  • the graph shows that the load was substantially stabilized in the range of 5 kN to 10 kN, demonstrating that the energy was efficiently absorbed.
  • a vehicle impact attenuator with ideal strength to absorb energy can be realized by determining a coil diameter D and wire diameter d of the coil that yield an impact load P of about 30 kN to 150 kN by reverse calculation.
  • a coil diameter D of 110 to 130 (mm) and a wire diameter d of 30 to 40 (mm) yield an impact load P of about 40 kN to 80 kN.
  • the distance required to absorb the energy of the vehicle i.e., the distance required for the coil to be substantially fully extended, is about 1 m or more, which is practical.
  • the coil can be placed in the support with a practical height of about 600 mm.
  • FIG. 18( b ) shows the results of an experiment on deformation of a coil of the same size and material as in the above experiment (graph (a)) by applying a force at the same deformation rate as in the above experiment, except that the load was released four times (at points P 1 to P 4 ) during deformation before fracture.
  • the scale of the ordinate of graph (b) is enlarged as compared with that of graph (a).
  • the load is decreased to 0 at points P 1 to P 4 , and the coil is restored only about 20 mm at each time.
  • the present invention provides a vehicle impact attenuator that can be installed at low cost, immediately stop a colliding vehicle, and effectively mitigate the impact on the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
US10/520,281 2003-10-08 2004-07-29 Vehicle impact attenuator Expired - Fee Related US7287930B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2003350059 2003-10-08
JP2003-350059 2003-10-08
PCT/JP2004/011214 WO2005035877A1 (fr) 2003-10-08 2004-07-29 Dispositif amortisseur de chocs en cas de collision pour un vehicule

Publications (2)

Publication Number Publication Date
US20060099030A1 US20060099030A1 (en) 2006-05-11
US7287930B2 true US7287930B2 (en) 2007-10-30

Family

ID=34431024

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/520,281 Expired - Fee Related US7287930B2 (en) 2003-10-08 2004-07-29 Vehicle impact attenuator

Country Status (6)

Country Link
US (1) US7287930B2 (fr)
JP (1) JP4110426B2 (fr)
KR (1) KR20060025117A (fr)
CN (1) CN100582375C (fr)
TW (1) TW200519273A (fr)
WO (1) WO2005035877A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080240853A1 (en) * 2004-07-15 2008-10-02 Taexpa, S.L. System For Protecting Individuals From Impacts Against Road Guard Rails
US7658391B1 (en) * 2006-04-19 2010-02-09 Charles Richard Wurm Enclosed axle drive
US20100172692A1 (en) * 2009-01-06 2010-07-08 Mccue Corporation Bollard having an impact absorption mechanism
US20120128416A1 (en) * 2009-07-30 2012-05-24 Jose Manuel Sanchez De La Cruz Highway protection barrier
US20130017015A1 (en) * 2009-02-10 2013-01-17 Jong-Sul Chae Impact absorption facility for road
US20170138006A1 (en) * 2015-11-12 2017-05-18 Aaron J. Wiegel Shock Absorbing Retractable Bollard Systems

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100587167C (zh) * 2007-05-04 2010-02-03 黄金伦 汽车旧车轮改装公路危险段护栏
CN101644036B (zh) * 2008-08-04 2011-06-01 青岛新道交通器材有限公司 吸收冲击装置用罐装置
KR101103716B1 (ko) * 2009-04-06 2012-01-11 공주대학교 산학협력단 지주본체 파단부 연결구조
WO2010117283A1 (fr) * 2009-04-07 2010-10-14 Axip Limited Dispositif d'absorption d'énergie
AU2014277803A1 (en) * 2009-04-07 2015-02-05 Valmont Highway Technology Limited Energy Absorption Device
ES2396900B1 (es) * 2011-02-15 2013-10-09 Ecotécnica Integral S.L. Dispositivo de seguridad pasiva en estructuras de soporte de equipamientos de carretera.
AU2011101363B4 (en) * 2011-10-24 2012-06-07 Lockit Systems (Aust) Pty Ltd A mounting bracket
US8807864B2 (en) * 2012-08-14 2014-08-19 Sabic Innovative Plastics Ip B.V. Road barrier energy absorbing systems and methods for making and using the same
US20150197902A1 (en) * 2014-01-16 2015-07-16 Arra David Yeghiayan Marker Mount Apparatus, System, and Related Methods
US11813913B2 (en) 2018-04-06 2023-11-14 Volvo Truck Corporation Method for determining a desired speed of a vehicle
KR20210118599A (ko) * 2020-03-23 2021-10-01 현대자동차주식회사 차량 현가장치용 인슐레이터 및 그 제조 방법
KR102632545B1 (ko) * 2023-05-09 2024-02-05 래오케미칼 주식회사 스프링롤러형 충격흡수용 가드 레일

Citations (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3093230A (en) * 1958-04-08 1963-06-11 Byers Edward Victor Typewriter carriage traversing mechanism
US3308584A (en) * 1963-05-23 1967-03-14 William G Graham Highway guide post
US3602109A (en) * 1969-08-04 1971-08-31 Daniel C Harrington Highway safety guard-roll barrier
US3717326A (en) * 1971-07-12 1973-02-20 Omark Industries Inc Energy absorbing highway barrier
US3838661A (en) * 1972-07-10 1974-10-01 R Medley Post
US3880404A (en) * 1973-08-29 1975-04-29 Fibco Inc Energy absorbing impact attenuating highway safety systems
US3972107A (en) * 1975-02-03 1976-08-03 Foresight Industries Method of forming shear sections in posts
US4106879A (en) * 1976-11-08 1978-08-15 Gubela Strassenausrustungs-Gmbh Knockover roadway marker post
US4183505A (en) * 1978-09-20 1980-01-15 Maestri Frederick A Guard barrier system
US4290585A (en) * 1978-04-15 1981-09-22 Arbed S.A. Vehicle-stopping device for safety barriers
US4373464A (en) * 1980-05-27 1983-02-15 Blau & Lapides, Inc. Resilient dome device
US4432172A (en) * 1982-01-11 1984-02-21 Minnesota Mining & Manufacturing Company Breakaway timber support poles
US4784515A (en) * 1983-01-11 1988-11-15 Energy Absorption Systems, Inc. Collapsible highway barrier
US5207175A (en) * 1992-03-17 1993-05-04 Garbis Andonian Marker post
US5597262A (en) * 1995-03-28 1997-01-28 Dale W. Beavers Resilient traffic bollard with rotatable collar
US5703577A (en) * 1996-02-01 1997-12-30 Carter; James R. Self-erecting traffic control device
JPH10176314A (ja) 1996-12-17 1998-06-30 Sanesu Kogyo:Kk 防護体
US5809733A (en) * 1994-01-10 1998-09-22 Venegas, Jr.; Frank Rotating guard rail assembly
JPH10292330A (ja) 1997-04-11 1998-11-04 Kazumitsu Kanamaru 車両に対する衝撃緩和装置
US6059487A (en) * 1998-02-20 2000-05-09 Malibu Entertainment Worldwide, Inc. Vehicle barrier system
JP2000192432A (ja) 1998-12-25 2000-07-11 Mitsubishi Chemicals Corp 乗物用衝突緩衝体
JP2001159107A (ja) 1999-12-03 2001-06-12 Nkc Kk 車両用衝突緩衝体
US6454488B1 (en) * 2000-02-02 2002-09-24 David Lewis, Sr. Roadway energy absorbing impact attenuator
US6502805B2 (en) * 2001-01-05 2003-01-07 David R. Lewis Sheet-metal highway guardrail system
US6520711B2 (en) * 2000-03-24 2003-02-18 Geo Do Industry Co., Ltd. Shock absorption stand for a road
JP2003064629A (ja) 2001-08-27 2003-03-05 Nkc Kk 車両用衝突緩衝装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN2539770Y (zh) * 2002-01-25 2003-03-12 李富勇 高架桥桥头保护器

Patent Citations (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3093230A (en) * 1958-04-08 1963-06-11 Byers Edward Victor Typewriter carriage traversing mechanism
US3308584A (en) * 1963-05-23 1967-03-14 William G Graham Highway guide post
US3602109A (en) * 1969-08-04 1971-08-31 Daniel C Harrington Highway safety guard-roll barrier
US3717326A (en) * 1971-07-12 1973-02-20 Omark Industries Inc Energy absorbing highway barrier
US3838661A (en) * 1972-07-10 1974-10-01 R Medley Post
US3880404A (en) * 1973-08-29 1975-04-29 Fibco Inc Energy absorbing impact attenuating highway safety systems
US3972107A (en) * 1975-02-03 1976-08-03 Foresight Industries Method of forming shear sections in posts
US4106879A (en) * 1976-11-08 1978-08-15 Gubela Strassenausrustungs-Gmbh Knockover roadway marker post
US4290585A (en) * 1978-04-15 1981-09-22 Arbed S.A. Vehicle-stopping device for safety barriers
US4183505A (en) * 1978-09-20 1980-01-15 Maestri Frederick A Guard barrier system
US4373464A (en) * 1980-05-27 1983-02-15 Blau & Lapides, Inc. Resilient dome device
US4432172A (en) * 1982-01-11 1984-02-21 Minnesota Mining & Manufacturing Company Breakaway timber support poles
US4784515A (en) * 1983-01-11 1988-11-15 Energy Absorption Systems, Inc. Collapsible highway barrier
US5207175A (en) * 1992-03-17 1993-05-04 Garbis Andonian Marker post
US5809733A (en) * 1994-01-10 1998-09-22 Venegas, Jr.; Frank Rotating guard rail assembly
US5597262A (en) * 1995-03-28 1997-01-28 Dale W. Beavers Resilient traffic bollard with rotatable collar
US5703577A (en) * 1996-02-01 1997-12-30 Carter; James R. Self-erecting traffic control device
JPH10176314A (ja) 1996-12-17 1998-06-30 Sanesu Kogyo:Kk 防護体
JPH10292330A (ja) 1997-04-11 1998-11-04 Kazumitsu Kanamaru 車両に対する衝撃緩和装置
US6059487A (en) * 1998-02-20 2000-05-09 Malibu Entertainment Worldwide, Inc. Vehicle barrier system
JP2000192432A (ja) 1998-12-25 2000-07-11 Mitsubishi Chemicals Corp 乗物用衝突緩衝体
JP2001159107A (ja) 1999-12-03 2001-06-12 Nkc Kk 車両用衝突緩衝体
US6454488B1 (en) * 2000-02-02 2002-09-24 David Lewis, Sr. Roadway energy absorbing impact attenuator
US6520711B2 (en) * 2000-03-24 2003-02-18 Geo Do Industry Co., Ltd. Shock absorption stand for a road
US6502805B2 (en) * 2001-01-05 2003-01-07 David R. Lewis Sheet-metal highway guardrail system
JP2003064629A (ja) 2001-08-27 2003-03-05 Nkc Kk 車両用衝突緩衝装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
International Search Report dated Nov. 2, 2004.

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7575391B2 (en) * 2004-07-15 2009-08-18 Taexpa, S.L. System for protecting individuals from impacts against road guard rails
US20080240853A1 (en) * 2004-07-15 2008-10-02 Taexpa, S.L. System For Protecting Individuals From Impacts Against Road Guard Rails
US7658391B1 (en) * 2006-04-19 2010-02-09 Charles Richard Wurm Enclosed axle drive
US20100172692A1 (en) * 2009-01-06 2010-07-08 Mccue Corporation Bollard having an impact absorption mechanism
US7901156B2 (en) * 2009-01-06 2011-03-08 Mccue Corporation Bollard having an impact absorption mechanism
US20130017015A1 (en) * 2009-02-10 2013-01-17 Jong-Sul Chae Impact absorption facility for road
US8434965B2 (en) * 2009-02-10 2013-05-07 Geum Sung Industry Co., Ltd. Impact absorption facility for road
CN102575442A (zh) * 2009-07-30 2012-07-11 若泽·曼努埃尔·桑切斯·德拉科鲁兹 道路防护栏
US20120128416A1 (en) * 2009-07-30 2012-05-24 Jose Manuel Sanchez De La Cruz Highway protection barrier
US20170138006A1 (en) * 2015-11-12 2017-05-18 Aaron J. Wiegel Shock Absorbing Retractable Bollard Systems
US9909271B2 (en) * 2015-11-12 2018-03-06 Rite-Hite Holding Corporation Shock absorbing retractable bollard systems
US11085155B2 (en) 2015-11-12 2021-08-10 Rite-Hite Holding Corporation Shock absorbing retractable bollard systems
US11993901B2 (en) 2015-11-12 2024-05-28 Rite-Hite Holding Corporation Shock absorbing retractable bollard systems

Also Published As

Publication number Publication date
WO2005035877A1 (fr) 2005-04-21
JP4110426B2 (ja) 2008-07-02
TW200519273A (en) 2005-06-16
KR20060025117A (ko) 2006-03-20
JPWO2005035877A1 (ja) 2006-12-21
TWI343438B (fr) 2011-06-11
US20060099030A1 (en) 2006-05-11
CN100582375C (zh) 2010-01-20
CN1697905A (zh) 2005-11-16

Similar Documents

Publication Publication Date Title
US7287930B2 (en) Vehicle impact attenuator
CA2372589C (fr) Systeme attenuateur d'ecrasement
KR101053878B1 (ko) 도로용 충격흡수장치
JP2004000008U (ja) 安全梁
KR102242411B1 (ko) 차량 방호 울타리 지지력 보강장치
EP1612333A1 (fr) Poteau
EP1612334A1 (fr) Glissière de sécurité routière
EP2209958B1 (fr) Support structurel
JP2001517761A (ja) 衝撃吸収装置
EP0015256B1 (fr) Poteau tubulaire avec dispositif de fixation déformable
KR100844210B1 (ko) 도로용 충격흡수장치
EP1382747B1 (fr) Absorbeur de chocs pour poteaux de glissières de sécurité
JP2005188031A (ja) 防護柵用支柱
KR20140014891A (ko) 가드레일
KR101854818B1 (ko) 고장력방형망과 완충범퍼를 이용한 가드레일 보강구조 및 그 시공방법
KR102468053B1 (ko) 가드레일
KR200336654Y1 (ko) 급커브 도로의 중앙선 침범방지용 중앙 분리대 구조
KR101613275B1 (ko) 가드 레일의 회전식 충격 완충 장치
EP2650558A1 (fr) Dispositif de dissipation d'énergie pour la protection de structures ou analogue
EP1387008A2 (fr) Amortisseur de choc frontal
KR102662125B1 (ko) 낙석방지책용 와이어 간격유지장치
KR102269534B1 (ko) 굴절 및 충격흡수 방식의 연결구조를 가지는 저형고 배리어 및 그 시공방법
JP3680208B2 (ja) ロープの間隔保持装置
KR200245934Y1 (ko) 충격완화용 가드레일
CN109898446B (zh) 一种高速公路结构

Legal Events

Date Code Title Description
AS Assignment

Owner name: HIRAOKA & CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:YAMASAKI, SEI;NAKAJIMA, TAKAMASA;REEL/FRAME:016892/0330

Effective date: 20041217

Owner name: OSAKA PREFECTURAL GOVERNMENT, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:YAMASAKI, SEI;NAKAJIMA, TAKAMASA;REEL/FRAME:016892/0330

Effective date: 20041217

Owner name: NKC CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:YAMASAKI, SEI;NAKAJIMA, TAKAMASA;REEL/FRAME:016892/0330

Effective date: 20041217

STCF Information on status: patent grant

Free format text: PATENTED CASE

FPAY Fee payment

Year of fee payment: 4

AS Assignment

Owner name: TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE,

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:OSAKA PREFECTURAL GOVERNMENT;REEL/FRAME:030135/0771

Effective date: 20130208

FPAY Fee payment

Year of fee payment: 8

AS Assignment

Owner name: OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY, JAPAN

Free format text: MERGER;ASSIGNOR:TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE;REEL/FRAME:044794/0161

Effective date: 20170401

Owner name: OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND

Free format text: MERGER;ASSIGNOR:TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE;REEL/FRAME:044794/0161

Effective date: 20170401

AS Assignment

Owner name: OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND TECHNOLOGY, JAPAN

Free format text: CORRECTIVE ASSIGNMENT TO CORRECT THE ASSIGNEE ADDRESS PREVIOUSLY RECORDED AT REEL: 044794 FRAME: 0161. ASSIGNOR(S) HEREBY CONFIRMS THE MERGER;ASSIGNOR:TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE;REEL/FRAME:045302/0840

Effective date: 20170401

Owner name: OSAKA RESEARCH INSTITUTE OF INDUSTRIAL SCIENCE AND

Free format text: CORRECTIVE ASSIGNMENT TO CORRECT THE ASSIGNEE ADDRESS PREVIOUSLY RECORDED AT REEL: 044794 FRAME: 0161. ASSIGNOR(S) HEREBY CONFIRMS THE MERGER;ASSIGNOR:TECHNOLOGY RESEARCH INSTITUTE OF OSAKA PREFECTURE;REEL/FRAME:045302/0840

Effective date: 20170401

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20191030